Written questions by Raja.

What the expected date is for the commencement of on-site works at Bransty Tunnel, and what the expected date is for the full reopening of the Cumbrian Coast Line at Bransty Tunnel.

Awaiting answer.

With reference to his Department's press release entitled £1 billion to cut costs for businesses, drive growth and clean up UK roads, published on 25 March 2026, over what period will the £1 billion funding package be spent; how much funding within the package is classified as (a) capital expenditure and (b) resource expenditure; whether the £170 million allocated to the Depot Charging Scheme forms part of the £1 billion total announced; and what estimate her Department has made of the number of depot charging installations expected to be supported by the £170 million boost to the Depot Charging Scheme.

The £1 billion in funding to support businesses to transition to zero emission commercial vehicles is classified as capital expenditure. The £171 million allocated to the Depot Charging Scheme is part of the £1 billion total, alongside £877 million for the Zero Emission Van Grant and Zero Emission Truck Grant. The Depot Charging Scheme is demand led and the number of grants offered will be dependent on the needs of businesses across the UK.

Whether the Government has plans to introduce a zero emission vehicle mandate for the maritime sector.

The Department has no plans to implement a zero-emission vessel mandate for the maritime sector.

Pursuant to the answer of 24 March 2026 to WPQ 120039, what the purpose was of each flight to Chile; which Ministers and senior officials approved each visit; how many officials travelled on each occasion and at what grade; what the cost was of each visit; and whether an assessment was made of whether those engagements could be (a) conducted remotely and (b) combined with other travel.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

What expenditure has DfTO undertaken on public affairs companies, and for what purposes, since 4 July 2024.

The Department for Transport has indicated that it will not be possible to answer this question within the usual time period. An answer is being prepared and will be provided as soon as it is available.

What steps her Department is taking to help mitigate the risk of cyber-attacks affecting the maritime sector.

The cyber security of the maritime sector is a priority for my Department, DfT uses both policy and regulatory levers to support the maritime sector to effectively manage cyber risk and assist the sector to secure its networks and systems. We work closely with partners across UK government and law enforcement, the maritime industry, and others to continuously assess and mitigate emerging cyber threats to the sector. As a Competent Authority under the Network & Information Systems regulations, DfT is committed to working with maritime operators to strengthen protection against cyber threats and improve preparedness. We will use the implementation of the Cyber Security and Resilience (NIS) Bill to further strengthen our regulatory powers, improve incident reporting, and expand the type of entities in scope.

What specific directions her Department has issued to the Civil Aviation Authority since the publication of the Regulation Action Plan to prevent the introduction of new regulatory or administrative burdens on industry and to reduce existing ones.

The Department for Transport issues an annual priorities letter to the Civil Aviation Authority (CAA). The most recent letter outlined the Department’s expectations for the CAA for the financial year 2026/27 and has been published. The letter referenced the 2025 Regulatory Action Plan and the CAA’s role in contributing to the Government’s target of reducing administrative costs to business by 25% by the end of this Parliament. One of three themes of the Government’s Regulation Action Plan is tackling the complexity and burden of regulation. The CAA is committed to the Plan and have given specific undertakings in relation to it. The Department holds the CAA to account through regular performance reviews which are a key component of the Plan. Whenever regulatory powers for the CAA are created or amended an impact assessment is completed and published to show the consequences for the aviation industry. This is how the Department ensures that all new CAA regulation is proportionate, and better enables the sector to grow safely, securely and fairly.

Whether she plans to ensure that horse riders are included within the design and provision of active travel routes; and what alternative arrangements will be available for equestrians where such provision is not made.

New or upgraded traffic-free paths or quiet country lanes can be designed to be attractive and safe for equestrians as well as walking, wheeling and cycling although in some situations it may not be possible to accommodate their needs. Active Travel England is developing its Rural Design Guidance, which will be published later this year, and is currently engaging with relevant stakeholders, including equestrian organisations such as the British Horse Society, Byways and Bridleways Trust and The Trails Trust.

What assessment she has made of the potential impact of CAA regulatory processes on the aviation industry.

The Department for Transport issues an annual priorities letter to the Civil Aviation Authority (CAA). The most recent letter outlined the Department’s expectations for the CAA for the financial year 2026/27 and has been published. The letter referenced the 2025 Regulatory Action Plan and the CAA’s role in contributing to the Government’s target of reducing administrative costs to business by 25% by the end of this Parliament. One of three themes of the Government’s Regulation Action Plan is tackling the complexity and burden of regulation. The CAA is committed to the Plan and have given specific undertakings in relation to it. The Department holds the CAA to account through regular performance reviews which are a key component of the Plan. Whenever regulatory powers for the CAA are created or amended an impact assessment is completed and published to show the consequences for the aviation industry. This is how the Department ensures that all new CAA regulation is proportionate, and better enables the sector to grow safely, securely and fairly.

Pursuant to the answer of 24 March 2026 to WPQ 120039, what the purpose was of each flight to the Cayman Islands; which Ministers and senior officials approved each visit; how many officials travelled on each occasion and at what grade; what the cost was of each visit; and whether an assessment was made of whether those engagements could be (a) conducted remotely and (b) combined with other travel.

It has not proved possible to respond to the hon. Member in the time available before Prorogation.

Pursuant to the answer of 24 March 2026 to WPQ 120039, what the purpose was of each flight to Nigeria; which Ministers and senior officials approved each visit; how many officials travelled on each occasion and at what grade; what the cost was of each visit; and whether an assessment was made of whether those engagements could be (a) conducted remotely and (b) combined with other travel.

It has not proved possible to respond to the hon. Member in the time available before Prorogation.

Pursuant to the answer of 24 March 2026 to WPQ 120039, what the purpose was of the flight to Nepal; which Ministers and senior officials approved the visit; how many officials travelled on that occasion and at what grade; what the cost was of the visit; and whether an assessment was made of whether those engagements could be (a) conducted remotely and (b) combined with other travel.

The Nepal flights were an ‘additional journey’, which is for DfT staff posted overseas. Such journeys are to enable staff and accompanying dependents at qualifying hardship posts to take a break away from local conditions during their posting. This was for an SEO plus partner as an additional journey from their posting in New Delhi. Total costs are only the flight costs totalling £332.10. This is in line with DfT policy and agreed at senior civil service level.

Pursuant to the answer of 24 March 2026 to WPQ 120039, what the purpose was of the flight to Mozambique; which Ministers and senior officials approved the visit; how many officials travelled on that occasion and at what grade; what the cost was of the visit; and whether an assessment was made of whether those engagements could be (a) conducted remotely and (b) combined with other travel.

It has not proved possible to respond to the hon. Member in the time available before Prorogation.

Pursuant to the answer of 24 March 2026 to WPQ 120039, what the purpose was of each flight to Brunei; which Ministers and senior officials approved each visit; how many officials travelled on each occasion and at what grade; what the cost was of each visit; and whether an assessment was made of whether those engagements could be (a) conducted remotely and (b) combined with other travel.

Two officials, one Grade 6 and one SEO travelled to/from Brunei at a total cost of £5,374.73 which was signed off in advance by a Senior Civil Servant, in line with departmental policy. The purpose of the trip was to conduct detailed multilateral air services negotiations with the Association of Southeast Asian Nations (ASEAN) to update air services arrangements. It was not possible to conduct these negotiations remotely.

What recent assessment her Department has made of the adequacy of driving test appointment capacity in (a) Leicester, (b) Leicestershire and (c) the East Midlands; and what steps she is taking to reduce waiting times for practical driving tests in those areas.

The table below shows the March 2026 average waiting time for a car practical driving test. This data is based on the national average waiting time metric of when a minimum of 10% of test slots are available. The table also shows the number of tests booked and available at the driving test centres (DTCs) serving the East Midlands as of 20 April 2026. Driving test centre (DTC)March 2026 average car practical driving test waiting time in weeksBooked tests (as of 20 April 2026)Tests available in 24 week booking window (as of 20 April 2026)Ashfield242,828182Boston23.81,58868Buxton241,41579Chesterfield242,518151Derby (Alvaston)242,62090Grantham (Somerby)243,210182Hinckley241,437102Kettering20.62,47799Leicester (Cannock Street)243,665186Leicester (Wigston)245,220237Lincoln241,83589Loughborough2491751Louth122687Melton Mowbray249865Northampton245,11433Nottingham (Chilwell)242,498109Nottingham (Colwick)244,288200Skegness209389Wellingborough245563Worksop19.22,961185Great Britain (National)22.1653,26952,578 Between June 2025 – March 2026, at the DTCs above, DVSA conducted 10,036 additional car practical driving tests in overtime, when compared to the equivalent overtime scheme between June 2024 – March 2025. This increase can largely be attributed to the additional test allowance scheme the agency introduced in June 2025.

How many (a) short-notice and (b) late cancellations of driving tests there have been since 4 July 2024; what proportion of available test slots were unused in each month; and what the overall utilisation rate of driving test appointments was in each month.

From 8 April 2025, the Driver and Vehicle Standards Agency (DVSA) required learner drivers to give 10 full working days’ notice to change or cancel their car driving test without losing the test fee. The attached spreadsheet (WPQ-00066786) shows how many car practical driving tests were cancelled by learners within 10 days or fewer and the Driver and Vehicle Standards Agency within 3 days or fewer since 4 July 2024, including what proportion of available test slots were utilised in each month.

Pursuant to the Answer of 25 March 2026 to Question 122594, when she expects trains for the first EWR services between Oxford and Milton Keynes to have been sufficiently fully tested for passenger services to commence.

Chiltern subleases the trains that will be used on East West Rail from West Midlands Trains. The operator continues to work jointly with the train owner and the industry supply chain on the schedule for the final modifications which are expected to be delivered and tested imminently.

With reference to the flights listed to the British Virgin Islands in WPQ 120039, a) what the purpose was of each such visit; b) which Ministers or senior officials approved each visit; c) how many officials travelled on each occasion and at what grade; d) what the total cost was of each visit; and e) what assessment was made of whether those engagements could be conducted remotely or combined with other travel.

The Department for Transport (DfT) has a statutory requirement under the International Ship and Port Facility Security (ISPS) Code to monitor port security in the British Overseas Territories. Both visits in 2025 were security assessments of 13 port facilities undertaken within five days on each visit. Meetings were also conducted, including with the Governor’s Office, the Royal Virgin Islands Police Force and with port security officials. DfT officials additionally delivered capability‑building training during the April visit, supporting enhanced security delivery at port facilitiesThe April visit involved three officials – two Senior Executive Officers (SEOs) and one Higher Executive Officer (HEO). The November visit involved one SEO and one HEO. No Ministers or Senior Officials attended. The total cost of the April visit was £11,581.19. November was £12,706.58. Both visits were approved by a Deputy Director (Senior Civil Servant) in DfT’s Transport Security Division in line with departmental policy. The majority of DfT’s port security engagement with the Overseas Territories is undertaken online, however an effective assessment on whether a port is delivering on its security requirements is best completed by an onsite visit.

What support is available to businesses affected by disruption arising from maintenance works on the strategic road network.

National Highways has a duty to maintain highways under section 41 of the Highways Act 1980. It is a publicly funded body and is not obliged or required to pay compensation for disruption, inconvenience, costs or loss of business caused by roadworks. National Highways recognises the importance of minimising impacts on businesses during maintenance works. It engages with businesses, local authorities and other stakeholders, to plan and communicate works and diversion routes, with the aim of reducing impacts as far as possible.

Pursuant to the Answer of 25 March 2026 to Question 122526, what data limitations prevent the Driver and Vehicle Standards Agency from tracking the conversion of recruitment campaign click-throughs into completed applications.

As with any job advertisement on Civil Service Jobs, candidates must have registered an account with the site to apply for a vacancy. The Driver and Vehicle Standards Agency (DVSA) is not responsible for this site. The only data DVSA can directly extract from campaigns run on Civil Service Jobs, and candidates’ activity as part of these, relates to the overall numbers of applications, such as applications started and completed. This data does not link back to any previous click-throughs.